Safety crossing system for railways.



PATENTBD NOV. 14, 1905.

W. .J. BELL. SAFETY CROSSING SYSTEM FOR RAILWAYS.

APPLIOATION FILED MAYIB. 1906.

UNITED STATES PATENT OFFICE} WALTER J. BELL, OFLOS AN GELES, CALIFORNIA, ASSIGNOR OF ONE- HALF TO LEON F. MOSS, OF LOS ANGELES, CALIFORNIA.

SAFETY CROSSING SYSTEM FOR RAILWAYS- Specification of Letters Patent;

Patented Nov. 14, 1905.

Application filed May 15, 1905' Serial No. 260,416.

. zen of the United States, residing at Los An geles, in. the county of Los Angeles and State of California, have invented a new and useful Safety Crossing System for Railways,of which the following is a specification.

This invention relates to a safety crossing system designed for use on electric railways; and the main object of the invention is to prevent collisions between cars at the intersecting point of the crossed lines, a further object being to effectuate this result by automatically signaling all cars which maybe approaching the point of intersection when any one car is about to cross over and to also automatically stop all cars within a certain radius of the intersection except the car which is nearest the intersection.

The invention is not restricted to both the automatic signaling and automatic stopping of cars in this manner, as the system is of great value for stopping cars even though the signaling function is eliminated, and is also of much value for signaling cars if the automatic car-stopping function be eliminated.

The system is applicable to crossings of single lines or double lines; and afurther object is to provide an exceedingly simple and compact mechanism for accomplishing the foregoing results in the most effective manner.

Another object is to provide means for cutting out the safety system in case of its derangement or for any other reason, so that when so cut out the crossed operating-lines will continue to operate.

Other desirable advantages of the invention will be brought out in the following description.

The accompanying drawings illustrate one form of the invention, and, referring thereto, Figure 1 is a diagrammatic view of the system. Fig. 2 is a side elevation of a circuitcloser for the magnet-actuating circuit, showing a trolley-wheel in connection therewith. Fig. 3 is a side elevation of a circuit-breaker for the magnet-sustaining circuit. Fig. 4 is a side elevation, partly in section, of the feederswitch and magnets for operating the same.

The invention is designed chiefly for use on electric railways having the overhead trolleywire, and while this embodiment describes the invention applied to systems having the overhead trolley-wire the invention is not restricted to such types.

The invention comprises, in combination with the crossed operating-lines along which the cars travel, means for automatically preventing cars on the intersecting lines from simultaneously approaching and colliding at the intersection.

The invention also embraces means for antomatically signaling the cars on all of the crossing lines when a caron either line is about to cross.

In its preferred form the invention comprises, in combination with crossed operatingcircuits, each operating-circuit having an insulated safetyblock extending across the intersection, a feeder connected with each safety-block, a feeder-switch adapted to disconnect all but an y one of the feeder connections, a'plurality of independent magnets for operating the feeder-switch, a magnet-actuating circuit for each magnet and its related safety-block, a signal connected in the magnet-actuating circuit, a circuit-closer at the safety-block and operated by a car for closing the associated magnet-actuating circuit, a magnet-sustaining circuit for each magnet and its associated safety block, a circuitcloser automatically operated by each magnet for closing its associated magnet sustaining circuit, and a circuit-breaker at the safetyblock and automatically operated by a carfor instance, the trolley-wheel thereoffor breaking the associated magnet-sustainingcircuit,

Referring to Fig. 1, 1 and 2 designate trolley-wires forming parallel double operatinglines which are crossed by trolley-wires 3 and 4, the latter forming parallel double operating-lines intersecting the lines 1 and 2. Each operating-line has a safety-block formed across the intersection by means of insulators 5, which may be of the usual construction. Thus a safety-block a is formed in the operating-line 1, a safety-block b is formed in the operating-line 2, a safety-blockcis formed in the operating-line 3, and a safety-block d is formed in the operating-line 4. The arrows adjacent each operating-line indicate the direction of travel of the cars thereon. Each safety-block is normally alive and receives current from a main feeder 6, the safety-block a being normally connected with the main feeder 6 by a branch feeder a, the safetyblock 6 being connected therewith by a branch feeder I), the safety-block being connected therewith by a branch feeder 0, and the safetyblock cl being connected therewith by a branch feeder d. The branch feeders a b 0 ol are all normally connected with the main feeder 6 by a feeder-switch 7, which will be described later. The feeder-switch 7 and the hereinafter-described associated elements cooperating therewith may be when desired cut out of operation by a four-pole switch 8, the latter being adapted when shut to connect the main feeder-wire 6, through a shunt 9, with the branch feeders a Z) c d. The feeder-switch 7 may comprise a pivoted frame 10, having a universal bar 11, which normally rests upon a series of pivoted contact-arms 12, the latter each preferably having a spring-tongue 13 for securing necessary electrical contact with the universal bar 11, the spring-tongue compensating for any unevenness which may exist in the normal setting of the contact-arms or any unevenness in the edge of the universal bar 11, so that when the universal bar is in normal position a good contact is assured between it and all of the contact-arms 12. The branch feeders a b c d are respectively connected to the respective contact-arms 12, so

that as the frame normally lies in its lowest position, with the universal bar 11 making contact with each of the contact-arms 12, and as the frame 10 is electrically connected with the contact-wire 6 current is supplied to the branch feeders a Z) c d and to the safetyblocks a b 0 (Z, respectively. The other sections of the operating-lines 1, 2, 3, and 4: are supplied by the usual feeders. (Not shown.) Arranged in conjunction with the feederswitch 7 is a series of magnets A B G D, each magnet having an armature 14, the upper end of which has an extension formed of an insulating material, such as fiber, and the respective contact-arms 12 rest at all times upon the ends of the respective insulated armature extensions 15.

It is obvious that when any one of the magnets is energized its armature in rising will lift the associated contact-arm 12, thereby raising the frame 10 and the universal bar 11 out of contact with the other three operatingarms 12, which still remain resting upon the armature extensions of the other three magnets, and that when these three contact-arms 12 are thus disconnected from the universal bar 11 current from the feed-wire 6 will be delivered only to the branch feed-wire which is connected to the raised contact-arm 12, associated with the energized magnet, and hence only one of the safety-blocks a, b, 0, or d will be supplied with current, the three others being dead. As soon as the magnet which has thus been energized is deenergized its associated contact-arm 12 and the frame 10 are allowed to drop, so that the universal bar again makes electrical connection with all of the contact-arms 12, and current from the feed-wire 6 is again delivered to the safetyblocks a b 0 d.

In order to energize the magnets, each is connected by a magnet-actuating circuit with one of the safety-blocks. Thus one pole of the magnet A is connected by a wire 16 with a circuit-closer A on the block a, the other pole of the magnet A being connected by a Wire 17 with the ground'18. One pole of the magnet B is connected by a wire 19 with a circuit-closer B on the block 5. the other pole of the magnet B being'connected to the wire 17 and thence tothe ground 18. One pole of the magnet C is connected by a wire 20 with a circuit-closer C on the block 0, the other pole of the magnet C being connected by the wire 17 with the ground 18. One pole of the magnet D is connected by a wire 21 with a circuit-closer D on the safety-block d, the other pole of the magnet D being connected by the wire 17 with the ground 18. A signal, such as a lamp 22, may be connected in the wire 17, as shown, and may be suspended at the center of the crossing, so that when lighted it may be discerned from a considerable distance along either of the operating lines.

The circuit-closers A B C D are similar in construction, and each comprises a spring contact-tongue 23, supported by and insulated from a bracket 24, which may be fastened to the trolley-wire in any approved manner.

Fig. 2 illustrates the circuit-closer A, a trolley-wheel 25 being shown moved into contact with the spring-tongue 23 and closing the circuit through the circuit-closer A between the wire 16 and safety-block wire a.

The circuit-closers A B C D are located, preferably, near the entrance limit of the respective safety-blocks, relatively close to the respective insulators 5, so that a car immediately upon entering a safety-block will op-.

erate one of the circuit-closers. Assuming the circuit-closer A to have been so operated, current flows from circuit-closer A through wire 16 to magnet A, energizing the latter, thence through wire 17 to the ground 18, thence through the car and trolley to the contact-tongue 23.

Mounted on the lower end of each armature 14, but insulated therefrom, is a spring-clip 26, which is adapted to make contact With a ring 27, arranged on the lower end of the magnet, but insulated from the latter by insulation 28. Each ring 27 is connected by a short branch wire 29 with the magnet-actuating circuit. Thus the ring 27 of magnetA is connected with the wire 16, the ring 27 of the magnet B is connected with the wire 19, the ring 27 of the magnet C is connected with the wire 20, while the ring 27 of the magnet D is connected with the wire 21.

The contact-clip 26 of the magnet A is con-1 3 nected by a wire 30 with a'circuit-brea'ker A on the safety-block a. The contact-clip 26 of the magnet B is connected by a wire 31 with a circuit-breaker B on the safety-block Z). The contact-clip 26 of the magnet C is connected by a wire 32 with a circuit-breaker C on the safety-block 0, while the contact-spring 26 of the magnet D is connected by awire 33 with a circuitbreaker D on the safety- 7 block d.

The circuit-breakers A B C" D are constructed as shown in Fig. 3, each comprising a contact-rocker 34, pivoted to a bracket 35, which may be fastened to the trolley-wire, the rocker 34 having a contact-blade 36, which normally makes connection with a blade 37. the latter being supported by a block 38 of insulation attached to bracket 35. When the trolley-wheel 25 rides under the rocker 34,

i the latter is tipped into position shown in dotted lines in Fig. 3, the blade 36 being thereby separated from the blade 37. As soon as the trolley-wheel rides from under the rocker 34 the latter assumes its originalposition, dropping by gravity,with the blade 36 again making connection with the blade 37.

Fig. 3 illustrates circuit-breaker A". The circuit-breakers A B" C D" are respectively connected with the magnets A B C D by what may be termed magnet-sustaining circuits, each magnet-sustaining circuit being normally broken at its associated magnet when the latter is deenergized by reason of the spring 26 being then out of contact with the ring 27. When, however, the magnet is energized by the closing of the magnet-actuating circuit, as before described, the spring 26 is moved up by the armature 14 and making contact with the ring 27 closes the magnetsnstaining circuit. Thus, as shown in Fig. 1, the magnet-actuatingcircuit of the magnet A has just been closed by the trolley-wheel, and the magnet-sustaining circuit has been closed by reason of the spring 26 making contact with the ring 27 The magnet-sustaining circuit may be traced as follows: from trolleywire of safety-block a through the closed circuit-breaker A, through wire 30. to spring 26 of magnet A, through ring 27 and wire 29, through magnet A, and through wire 17 to ground 18. closed by the contact of the spring 26 with the ring 27 is maintained unbroken even after the trolley-wheel has left the tongue 23 of the circuit-closer, and therefore the magnetA continues energized while-the car is traversing the safety-block, the current being cut off from the other blocks, as before described, during this period. As soon as the trolleywheel rides under the rocker 34, however, circuit-breaker A is operated and the magnetsustainingcircuit through magnet A is broken, whereupon the magnet A is deenergized, its armature drops, together with the associated contact-arm 12 and universal bar, thus restor- This latter circuit being thus ing the feeder-switch and again admitting current to the four safety-blocks a 7) (Z.

Each circuit-breaker A B" C D is preferably located in its respective safety-block at a point sufficiently close to the intersection to cause the magnet-sustaining circuit to be broken as soon as a car has safely passed a crossing, and it is obvious that the distance of the circuit-breakers from the crossing may be much less than the distance of the circuitclosers, for as soon as a car on one line has crossed it is safe to allow a car on another line to cross; but the circuit-closers should be arranged at a greater distance from the crossing, as cars should, be prevented from approaching too close to the intersecting point before being stopped by the dead safetyblocks. The distance at which the circuitclosers may be arranged will depend upon conditions and requirements of the service.

What I claim is 1. A safety crossing system for railways comprising crossed operating-circuits, each operating-circuit having an insulated safetyblock, a feeder connected with each safetyblock, a feeder-switch adapted to disconnect all but any one of the feeder connections, a plurality of independent magnets for operating the switch, a magnet-actuating circuit for each magnet and its related safety-block, a magnet-sustaining circuit for each magnet and its related safety-block, means operated by a car for closing the magnet-actuatingcircuit, and means operated by the car for breaking the magnet-sustaining circuit.

2. A safety crossing system for railways comprising crossed operating-circuits, each operating-circuit having an insulated safetyblock, a feeder connected with each safetyblock, a feeder-switch adapted to disconnect all but any one of the feeder connections, a plurality of independent magnets for operating the switch, a magnet-actuating circuit for each magnet and its related safety-block, a magnet-sustaining circuit, an electric signal connected in the magnet actuating circuit, means operated by a car for closing the magnet-actuating circuit, and means operated by the car for breaking the magnet-sustaining circuit.

3. A safety crossing system for railways comprising crossed operating-circuits, each operating-circuit having an insulated safetyblock extending across the intersection, a feeder connected with each safety-block, a

feeder-switch adapted to disconnect all but any one of the feeder connections, a plurality of independent magnets for operating the feeder-switch, a magnet-actuating circuit for each magnet and its related safety-block, a circuit-closer at the safety-block and operated by a car for closing the associated magnetactuating circuit, a magnet-sustaining circuit for each magnetand its related safety-block, a circuit-closer operated by each magnet folclos- ICC ITS

ing its associated magnet-sustaining circuit, and a circuit-breaker at the safety-block and operated by a car for breaking the associated magnet-sustaining circuit.

. 4. A safety crossing system for railways comprising crossed operating-circuits, each operating-circuit having an insulated safetyblock extending across the intersection, a feeder connected with each safety-block, a feeder-switch adapted to disconnect all but any one of the feeder connections, a plurality of independent magnets for operating the feeder-switch, a magnet-actuating circuit for each magnet and its related safety-block, a signal connected in the magnet-actuating circuit, a circuit-closer at the safety-block and operated by a car for closing the associated magnet-actuating circuit, a magnet-sustaining circuit for each magnet and its related safetyblock, a circuit-closer operated by each magnet for closing its associated 'magnet-sustaining circuit, and a circuit-breaker at the safetyblock and operated by a car for breaking the associated magnet-sustaining circuit.

5. In combination with operating-lines,each having an insulated safety-block, feeders for the respective safety-blocks, a feeder-switch comprising a series of contact devices, each contact device being connected to its associated feeder, a universal bar normally in contact with the contact devices, means for supplying current to the universal bar, and means for operating any of the contact devices singly to move the universal bar out of connection with the contact devices not actuated.

6. In combination with operating-lines,each having an insulated safety-block, feeders for the respective safety-blocks, a feeder-switch comprising a series of contact devices, each contact device being connected to its associated feeder, a magnet for operating each contact device, a universal bar normally in contact with the Contact devices, and means for sup plying current to the universal bar.

7. In combination with operating-lines,each having an insulated safety-block, feeders for the respective safety-blocks, afeeder-switch comprising a series of contact devices, each contact device being connected to its associated feeder, a magnet for operating each contact device, a universal bar normally in contact with the contact devices, means for supplying current to the universal bar, and means operated by a car when it passes onto a safetyblock for causing its associated magnet to be energized.

8. A safety crossing system for railways comprising crossed operating-circuits, each operating-circuit having an insulated safetyblock, a feeder connected to each safety-block, means for automatically breaking all but any oneof the connections between the feeder and safety-blocks, and a switch for rendering the last means inoperative and for supplying current direct to the safety blocks.

9. In combination with operating-lines, each having an insulated safety-block, feeders for the respective safety-blocks, a feeder-switch comprising a series of contact devices, each contact device being connected to its associated feeder, a magnet for operating each contact device, a universal bar normally in contact with the contact devices, means for supplying current to the universal bar, a shunt from the feeders normally disconnected from the feeders, a switch for connecting or disconnecting said feeders with said shunt.

In testimony whereof I have hereunto set my hand, at Los Angeles, California, this 8th day of May, 1905.

WALTER J. BELL. In presence of- GEORGE T. HAGKLEY, JULIA TOWNSEND. 

